Compensating valve.



s. G. NEAL.

` GOMPENSATING VALVE. APPLICATION FILED JULY 29, 1913.

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Patented Mar. 10, 1914 UNITED stra'rns Pagans: orrion. l

SPENCER G. NEAL, 0F LOS ANGELES, CALIFORNIA., ASSIGNR TO CALIFORNIA VALVE .AND AIB BRAKE COMPANY, OF LGS ANGELES, C YALIFORNA, A. CORPOBATON OF CALIFORNIA.

Specification of Letters Patent.

COMPENSATXNG VALVE.

Patented Mar. 10, 1914.

To 'all 'whom it may concern Beit known' that I, SPENCER G. NEAL, a citizen of the United States, residing in the city of Los Angeles, State of California, have invented a new and useful Compensating Valve, (Case E,) of which the following is a specification.

The compensating valve comprised by this invention, is an improvement upon the valves hitherto invented by myself, for similar use in air braking apparatus.

The present invention has among its objects to render the valve dperating parts still more positive, inaction, to eliminate stung boxes and to render inner parts readily accessible upon the infrequent occasions when it is necessary to renew, repair and adjust the saine.

This compensating valve combined with the modified feed valve, hereinafter described, automatically compensates for loss `of air through train pipe leaks or requirements therefrom during service, lap and. running position, and is in this respect an improvement upon the feed valve construction now in general use.

The invention consists of the various parts, combinations of parts, and details. of construction, all of which will be hereinafter described in connection with the accompanying drawing, and will then be definitely pointed out in generic, and also in more specific claims.

Referring to the accompanying drawings which illustrate the invention, Figure 1 is a longitudinal mid-section of the compen-l sating valve. Fig. 2 is a mid section of the compensating valve on line mz--a of Fig. 1, showing the valve operating parts in a different position from the .latter view. Fig. 3 is a view, the sectioned part pf which illustrates certain changes in the Well known engineers valve to adapt the same tocco-` operate with this compensating valve. Fig. 4c is a plan View of a disk which is inserted in the' well known braking valve to adapt same to coperate with this compensating valve. Fig. 5 is a diagrammatic view illustrating the application of this cox'npensating` valve to a well known air braking system.

Referring in detail to the drawings z-l is the compensating valve (see Fig. 5); 2 the .engineers valve and 3 the main storage reservoir for supplying braking air to the train. e is the well known main supply pipe leading from the storage reservoir 3 to the brake valve 2, and 5 is the well known `ing valve 1, said pipe 12 preferably being provided with a eut-out valve 14; and an equalizing reservoir pipe 15 is run from the compensating valve l to the equalizing reservoir 8 or to thepipe 9 which is in communication with said equalizing reservoir 8. Said pipe 15 .is preferably provided with a cut-out valve 16. Pipe 17 is also added to connect the compensating valve 1 to the main train pipe 6; saidpipe'l? preferably being furnished with a cut-out' valve 18.

The braking apparatus which has been described relates to the engine only and im ist to this part of the braking apparatre 'Sostituire train that this invention pertains, but in practical operation the braking action of each car of the train is affected.

Referring now more particularly to Fig. 3, this view shows the well. known engineers brake valve altered somewhat in the sectioned portion to adapt same to coperate with this compensating valve.

22 is the usual train pipe piston chamber, the piston being removed therefrom and a combined metallic and leather gasket or disk 23 being placed over said chamber to make an air tight seal between the equalizing chamber of the brake valve and said train pipe chamber 22. The reason for inserting said gasket 23 is that the well known piston (not shown) which ordinarily occupies chamber 22 would not make an absolutely air tight closure.

The main reservoir supply passage 25, the train pipe supply Iriassage 2G, and the train pipe connecting passage 27 are not altered from the standard equipment, but the equalizing discharge valve outlet 28 is closed by screw plug 29. v

Referring now in detail to the construction of the compensating valve shown in Section in' Figs. 1 and 2, the casing for said Avalve preferably comprises an upper cap 3l having an upward tubular extension 32; and the lower ca p 33. )Vithin the casing formed by said caps 31 and 33 is a diaphragm devicedesignated in a general way by the numeral 35, said diaphragm device comprises the diaphragm proper 36, the lower diaphragm support 37, from which depends the valve operating member or yoke 38, and alsoithe upward extension 39 of said diaphragm device, said extension 39 playing within the guide 32 already mentioned. The upward movement of the diaphragm device '35 isv limited by means of, an adjustable screw 41 held in place by lock nut 42. Dia'- hragm 36 divides the interior of the casing into an upper chamber 43 .wliieli-comniuiiicateswith the equalizing reservoir 8 through the pipe'l; andthelower chamber 44 which is at all times in communication with `the train pipe 6 through the branch pipe 17T Referring now to the valve proper, the release valve 45-has a winged portion 46, which travels in a valve cage 47 formed in the inner .end of the conduit 48, said conduit 48 Vhavingl a passage 49 which leads to the outer atmosphere, Yoke38 already referred to is preferably made in one piece with 'the lower diaphragm vsupport 37. Said yoke being united to said diaphragm support 37 by the-'diametrically opposite arnis138".v At its lower' end yoke 38 is` provided with a hori- 35 "the valve cage 47 beingthereby brought into zontally extending arm 3,8, which underlies alinement with the supply valve 53, so that at certain times said arm 38c engages said valve 5 3 -to open same. Release valve 45 has an upward ``eittei ision or neck 51 terminating in a. head 52. The y'oke38 carried by the 'valve device 35 is provided with a forked portion 38a which-passes astride neck 51 as shown. Said forked portion has a limited pl-ay,v between the collar 52' and valve 45. The lower 'end of yoke 38 extends below the valve lcage 47 to impinge upon andv open thesu'pply valve 53 when the diaphragm vdevice`35 approaches the lower limit of its movement. AvValve 53 is provided with a i winged portion 55 which plays within a stationary guide 56. Said valve 53 is normally held `to its seat by a weak compression spring v57 seated within a hollow' nut 58 screwed into the extension 59, said nut 58 is provided i' with a lock nut 61.v Above nut 58 is a valve cage 63 which vcommunicates with the main reservoir 3 (see Fig. 5) through passage 64 and pipe 1 2.' The caps 31 and 33 of the casing are provided with flanged portions secured together by cap screws 165. Disk (see'Figs. 3 and 4) is provided with an aperture 25` to register with supply passage v 25, with an aperture 26a toregister with train. pipe supply-passage 26, and with the well known equalizing passage 70. These openings furnish outlets to all the passages and ports of the well known engineers brake valve, the piston chamber alone being closed at its upper end and thereby separated from chamber 24, i

Operation: Before describing the opera# tion it should be recalled that this compensating valve performs all the functions of the equalizing discharge valve and its piston (said piston being dispensed with and reiiioved-fromthe piston chamber 22 on the engineers valve as already stated), and in addition to suoli functions, this compensating valve performs certain other functions which will hereinafter befdescribed. The engineers valve proper will perform all of its well known functions, and maintain its various positions as before, namely, f ull re-l lease, running, service, lap and emergency positions'. The charging of the train pipe is caused, as is well known in present braking systems ofthe standard type, by placing the engineers valve inthe full release position in order quickly to charge the train pipe; said engineers valve being placed at the running position, as in presentpractice, as soon as the desired maximum train pipe pressure has been obtained. The train'pipe having thus been charged to the required pressure and the equaliziiig reservoir-8, also being charged'to an'e'quality with the train pipe pressure, the result will be that the pressure in the equalizing chamber 43, which is in communication with the equalizing res- .ervoir 8, will be the same as the train pipe 'pressure inY the train pipe chamber 44 of said compensating valve. The result of this change of pressure will be to allow the er cess pressure in chamber 44 `on the lower side ofV diaphragm 36 to raisethe diaphragm device 35 and the parts connected therewith to the position shown in Fig. l, thus opening the release valve 45 to release 'train pipe air through valvev cage 47 and passage 49 to the outer atmosphere. When the train pipe pressure in the train pipe chamber has thus been reduced beneath the -pressure in equalizing chamber 43, said diaphragm device35 and the parts carried thereby will move back to the lap position, thus closing the release valve44 .and cutting olf further escape of train pipe air. If instead of re- -izing chamber 43 exceeding that in train pipe chamber 44 and causing the supply valve toopen, as shown in Fig. 2, thus supplying air to train pipe by Way of branch pipe 19., passage 64, valve cage 63, thence.

past valve 53 and guide to the train pipe chamber 44, out' of which the air passes by Wayl of branch-pipe 17 to the main train pipe 6; L

It is evident that any reduction of pressure in the train pipe chamber 44 Will operatethe compensating valve in the same inanner as an increase of pressure in the equalizing chamber 43. -Such reduction may be caused by' leaks in the train pipe to supply the desired amount of air to the brake cylinder for service applications.

The adaptability of this compensating valve to furnish air pressure to the train pipe for all service applications when using the patented trip-le valve just referred to,

eliminates thenecessity for vaugmenting the vtrain' pipe capacity for service applications and materially reduces the element of time now required for charging the auxiliary reservoir, because air for servicev applications is not securedfrom the auxiliary reservoir for service braking.

I claim: l

l. A compensating valve comprising a casing, a diaphragm device dividing'th' interior of casing into an equalizing chamber and a train pipe'chamber, a combined outlet conduit 'and valve support Within said train pipe chamber, a release valve operatively connected With .said diaphragm to control release of air through said conduit,

`a supply valve to control supply of air to said train pipe chamber, and a part operated by 'said diaphragm to engage and open said supply Valve, the engagement of said part with said supply valve occurring only when said .release valve is closed.

2. 'A compensating valve comprisinga casing, a. diaphragm device dividing said casing into a train pipev chamber and equalising chamber, and a combined outlet conduit and valve support Within said tram pipe chamber, a release valve operatively connected with said diaphragm to control release of air through said conduit, a supply valve to control the supply of air to said trai-n pipe chamber, andl means operated by said diaphragm to open said supply valve when the pressure in the train pipe chamber falls beloiv that in the equalizing chamber, said valve opening means operating to open said release valve when the pressure in the train pipe chamber risesabcve that in the equalizing chamber. y l

ln acompensating valve, a casing, a diaphragm dividing the interior oi said casing into an equalizing chamber and a train pipe chamber, a release Y'alve to control the release oi air from said train pipe chamb a supply valve to control supply of air to said train pipe. chamber, and means operatively connected With said diaphragm alternately to open said valves, said means preventing both of said valves opening' at the same time and causing both of said valves to remain closed when there is a balanced pressure aga-inst opposite sides of said dia-- phragm.

4. In av compensating valve', al casing, a diaphragm device dividing the interior of said casing into' two compartments, one of said compartn'ients bein@ a train pipe chamber, and the other of .said compartments .being an equalizing chamber, a release valve within said train pipe chamber to' control the release of air. therefrom, a supply valve tocontrol the supply of air thereto, and a valve operating member operated by said diaphragm device to control said release valve, said supply valve being in the path of movement of said valve operating member to permit said valve operating member to engage and open said supply valve.

. 5. The combination with a train pipe and an engineerls brake 'valve of a compensating valve cc mprising` a casing, a diaphragm dividing said casing. into an equa-lining' reservoir chamber and a train pipe chamber, a conduit projecting into said train pipe chamber, said conduit at itsinner end forming a valve cage, a valve in said cage to control'the flow .of air tl'irough said conduit, a 'valve operating member operatively connected with said diaphragm, there being a lost motion connection between the said valve and said valve operating member to permit a slight movement of said diaphragm before said valve is unseated, and a' supply valve to supply air to the train pipe chamber said operating member impinging upon said supply valve to open' the latter iin-- mediately after the release valve has been brought to its seat,

G. The combination with a train pipe and an engineers brake valve of a compensating val-ve comprising a casing, a diaphragm dividing 'said casing into an equalizing reser- -voir chamber' and a train pipe chamber, a

yoke which extends around to the side of said valve cage'opposite to said diaphragm, v

and a supply valve 'at that si'de of the valve cage to control the admission of air from the main reservoir to said train pipe chamber, said valve device impi'nging upon the last named valve to open same at predetermined 'times -7. The combination with the train pipe and engineers brake valve of a` compensating valve comprising a casing, a movable abutment in said casing dividing the same into an equalizing chamber and a train-pipe chamber, a valve-support located in saidl train pipe chamber,1 said valvesupport being provided with a valve cage and apassage leading" from said valve cage to the outer atmosphere, a valve in said cage to control movement of air through said passage, said' valvehaving. anvupward extension with a l contracted portion, a yoke carried by said abutment, said yoke having arms Which pass astride the contracted portion of said valve extension, a valve to controlV the supply of air tol the aforementioned train pipe chamber, and means operatively connected with .said abutment to impinge upon said last named valve to open same.

8. In a compensating valve, a casing, a movable abutmentgin said casing dividing the same into two chambers, means 'to control the air pressure upon one sideof said abutment to govern the movements thereof,

`means to admit'air to a chamber on the outer atmosphere, said Valves being axially g in alinement with each other and located ber, an admission valve to control the sup-` ply-of air to said train pipe chamber, and

an exhaustvalve to control the exhaust ofair from said train pipe chamber to the outer atmosphere, said exhaust valve being located between the admission valve and said abutment, and means to operate said admission valve to maintain the pressure in said train pipe chamber on an equality with the pressure in said regulating chamber.

10. In combination, a casing, a movable abutmentdividing said casing into arcgu- .lating chamber and a chamber in communication vvith the train pipe, means to control the air pressure in said regulating chamber, an admission valve to control the supply of ai-r to said train pipe chamber, an exhaust valve to control exhaust of air from said train pipe chamber, and valve operating means controlled by said abutment to maintain a pressure in said train pipe chamber at all times equal to the pressure in said regulating chamber.

In testimony whereof I have hereunto signed my name in the presence of tivo subscribing Witnesses at Los Angeles, in the county of Los Angeles and State of California, this 23rd day ot July 1913.

GUY 0- 

